IRC : 11—1962

RECOMMENDED PRACTICE
FOR
THE DESIGN AND LAYOUT
OF
CYCLE TRACKS
Second Reprint

THE INDIAN ROADS CONGRESS

 IRC: 11—1962

RECOMMENDED PRACTICE
FOR
THE DESIGN AND LAYOUT
OF
CYCLE TRACKS
Second Reprint

Published by

THE INDIAN ROADS CONGRESS

Jamnagar House, Shahjahan Road
New Delhi-noon
1975
Price Rs.80/-
(Plus Packing & Postage
IRC: 11-1962

First Published ; January, 1962

Reprinted : March. 1971
Reprinted : May. 1975
Reprinted : April, 2001
Reprinted : August, 2005

Reprinted : June, 2009

(Rights of Publication and of Translation are resetted)

Printed byAbhinav Prints, Delhi- 1 10041

(500 copies)
 IRC: 11-1962

DESIGN AND LAYOUT OF CYCLE TRACKS

CONTENTS
Page No,

1. Introduction ... 1

2. Scope ... 1

3. Definition ... 1

4. Justification for the Provision of Cycle Tracks and

their Capacity ... 1

5. Types ... 2

6. Horizontal Curves ... 3

7. Vertical Curves ... 3

8. Gradients ... 3

9. Sight Distances ... 4

10. Lane Width ... 4

11. Width of Pavement ... 4

12. Clearance ... 5

13. Cycle Tracks on Bridges ... 5

14. General ... 5

15. Road Crossings ... 6

16. Riding Surface and Lighting ... 6

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 IRC: 11—1962

RECOMMENDED PRACTICE FOR THE DESIGN

AND LAYOUT OF CYCLE TRACKS

1 INTRODUCTION

Cyclists, using the carriageway along with motor vehicles

and other road traffic, cause hazards for themselves and for others
and impede the free flow of traffic. This is particularly so when
cycle traffic is heavy. Under such circumstances, it is necessary to
segregate cyclists from other traffic. With this end in view, the
following principles have been laid down by the Specifications &
Standards Committee of the Indian Roads Congress for general
adoption.

2. SCOPE
The recommendations contained Standard are applica
in this
ble to cycle tracks built along roads or independently of them.

3. DEFINITION

A cycle track is a way or a part of a roadway designed and

constructed for the use of pedal bicycles, and over which a right-of-
way exists.

4. JUSTIFICATION FOR THE PROVISION OF CYCLE

TRACKS AND THEIR CAPACITY

4. 1 . Justification

Separate cycle tracks may be provided when the peak hour

cycle traffic is 400 or more, on routes with a traffic of 100 motor
IRC: 11—1962

vehicles or more but not more than 200 per hour. When the
number of motor vehicles using the route is more than 200 per hour,
separate cycle tracks may be justified even if the cycle traffic is only
100 per hour.

4.2. Capacity

As a general rule the capacities of cycle tracks may be taken

as given below :

Width of cycle Capacity in number of cycles per day

track One-way traffic Two-way traffic

Two lanes 2,000 to 5,000 500 to 2,000

Three lanes over 5,000 2,000 to 5,000
Four lanes — Over 5,000

5. TYPES
5.1. Cycle tracks are classified into the following two groups:

I. Cycle tracks which run parallel to or along a main carriage-

way. These are further sub-divided into three classes:

{a) Adjoining cycle tracks : These completely fit in with the

carriageway and are adjacent to and on the same level
with it.

{b) Raised cycle tracks : These are also adjoining the

carriageway but are at a higher level.

(c) Free cycle tracks : These are separated from the carriage-
way by a verge and may be at the same level as the
carriageway or at a different level.

II. Those cycle tracks which are constructed independent of

any carriageway.

Note : A free one-way cycle track on each side of the carriageway is to be

preferred. Adjoining cycle tracks should not be provided as far as
possible.

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 TRC: 114962

6. HORIZONTAL CURVES

As far as possible,, a cycle track should be so aligned that

the radii of the horizontal curves are not less than 10 metres
(33 ft). Where the track has a gradient steeper than 1 in 40, the

radii of the horizontal curves should not be less than 15 metres (50
ft). Subject to the above mentioned minimum standards the radii
of horizontal curves for independent cycle tracks should be as large
as practicable.

7. VERTICAL CURVES

Vertical curves at changes in grade should have a minimum

radius of 200 metres (656 ft) for summit curves and 100 metres
(328 ft) for valley curves.

8. GRADIENTS

8.1. The length of grades should not exceed the following:

Gradient Maximum length

Metres (ft)

1 in X (Y)
1 in 30 90 (295)
1 in 35 125 (410)
1 in 40 160 (500)
1 in 45 200 (656)
1 in 50 250 (820)
1 in 55 300 (984)
1 in 60 360 (1,181)
1 in 65 425 (1,394)
1 in 70 500 (1,640)
IRC: 11—1962

8.2. The value of the maximum length may be approximately

obtained from the formula —

10

where 7— the maximum length in metres, and

A'=the reciprocal of the gradient

(expressed as 1 in X)

8.3. Gradients steeper than 1 in 30 should generally be avoid-

ed. Only in exceptional cases, 1 in 20 & in 25 may
gradients of 1

be allowed for lengths not exceeding 20 metres (65 ft) & 50 metres
(164 ft) respectively.

8.4. Where the gradient of a carriageway is too steep for a

parallel cycle track the latter may have to be taken along a detour
to satisfy the requirements of this standard.

9. SIGHT DISTANCES

It is desirable that a cyclist should have a clear view of not

less than 25 metres (82 ft). In the case of cycle tracks at gradients
of 140 or steeper, cyclists should have a clear view of not
in less
than 60 metres (197 ft).

10. LANE WIDTH

The width of a cycle at the handle bar, the widest portion,
ranges from 45 centimetres to 50 centimetres (1 ft 6 in. to 1 ft 9 in).

It is generally not possible for a cycHst to drive in a perfectly

straight path. Therefore, allowing for a clearance of 25 centimetres
on either side, the total width of pavement required
(9 in.) for the
movement of one cycle is one metre (3 ft 3 in.).

11. WIDTH OF PAVEMENT

The minimum width of pavement for a cycle track should not
be less than 2 lanes, i.e., 2 metres (6 ft 6 in.). If overtaking is

4
 IRC : 11-1962

to be provided for, the width should be made 3 metres (9.8 ft).

Each additional lane where required should be 1 metre (3 ft 3 in.)

wide.

12. CLEARANCE
Vertical clearance. The minimum head-room provided should
be 2.25 metres (7.38 ft).

Horizontal clearance. At underpasses and similar other

situations a side clearance of 25 centimetres should be allowed on
each side. The minimum width of an underpass for a two-lane
cycle track would, therefore, be 2.5 metres (8.2 ft). In such situa-
tions it would be desirable to increase the head-room by another 25
centimetres so as to provide a total vertical clearance of 2.5 metres
(8.2 ft).

13. CYCLE TRACKS ON BRIDGES

Where a road provided with cycle tracks goes over a bridge,
full width cycle tracks should be provided over the bridge also.

Where the cycle track is located immediately next to bridge railing

or parapet, the height of the railing or parapet should be kept 15
centimetres higher than required otherwise.

14. GENERAL .

14.1. It is desirable that cycle tracks should be provided on

both sides of a road and should be separated from the main carriage-
way by a verge or a berm of as much width as possible, the mini-
mum width of the verge being 1 metre (3 ft 3 in.). Under exceptional
circumstances, e.g., in towns where the width of the road land (right-

of-way) inadequate, the width of the verge may be reduced to 50

is

centimetres (20 in.). For a width of 50 centimetres (20 in.) from the
edge of the pavement of the cycle track, the verges or berms should
be maintained so as to be usable by cyclists in an emergency.

14.2. Wherever possible, cycle tracks should be located

beyond the hedge, tree line, or footpath. In shopping centres, how-
ever, footpaths should be nearest to the shops.

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 IRC: 11-1962

14.3. Cyclists are influenced considerably by obstructions

near the side of the cycle track, like kerbs, hedges, ditches, tree
roots, etc. Kerbs should be avoided as far as possible. A clearance
of at least 50 centimetres should be provided near hedges and of 1
metre from trees or ditches.

15. ROAD CROSSINGS

Where a cycle track crosses a road, the carriagev^ay should be
marked with appropriate road markings.

16. RIDING SURFACE AND LIGHTING

To attract cychsts to use a cycle track, it is essential that
cycle tracks should be constructed and maintained with care and
1, should have riding qualities and lighting standard equal to or better
'
than those of the main carriageway.